Internal-combustion engine.



A. ROSNER;

lNTEBNAL COMBUSTION ENGINE. APPLICATION FILED SEPT. 28. 1911. I 1,208,377.- Patented Dec.12,191(

' a SHEETSSHEET I.

+ZMZ%%M I A. ROSNER'.

INTERNAL comsusnoN ENGINE.

APPLICATION FILED SEPT\28. 19H. I 1,208,377. v N Patented Dec. 12, 1916.

v 3 SHEETS-SHEET 2.

Q/0%ZC7L/ I v A. ROSNER.

INTERNAL comausnom ENGINE.

vllfflll IV V y 3 SHEETSSHEET 3.

Patented Dec. 12, 1916.

APPLICATION FILED SEPT- 28,19.

ADOLPH ROSNER, F'BRIDGEPORT, 'ooimnorrotrr; AssIcNoR mo- THE HLQGOMOBIIJEi "."'COMPANY OF AMERICA; 01 NEW-YORK, N. YL, A CORPORATIONOF: WESTVIRGINIA; ir'i l:"-"5 "v' i v r I 'inventcdi'an Improvement in InternahGom bastion Engines, of "which the followingv de-.. scription, in connection with the accompanyin'g drawings fis azspecification, like char- 1'0 acters-ion the drawings: representing like" Darts-"- r i I M'This invention-relates to internalfcombustion-engines and particularly to the means" I fforcontrolling the admission of fuel to the "cylinder andthe exhaust of the-waste gasesv therefrom.

i {In ca rrying out iny invention I preferably make use of i shdevalves. l The valves-as herein disclosed,. howe-ver, ar e so, designed and disposed-that an extremely higlr degree of. compression can be readily attained Wl11le,-;

at the same ti1ne,;the valves: are simple in construction, and operationand are free from the difliculties of'lubrication, overheat ing -and otherktroubles to which valves of this class have heretofore been subjected.

The invention \vil-lbe best understood by reference, to tl 1e;follo\ving description when. taken in connection with thefaccompanying illustration of one specific .embodiment tliereofryvhile its scope will be moreparticularly pointed out in theappended. claims. ,Figure 1 is a transverse sectional elevation taken through .a cylinder of an engine equipped with one form of my inv entionr Fig. 2. showsflin perspective the connection of thefacuating devices to one'ofthe valves; Fig, 3'is a sectional elevation in detail taken on thfe line,!3, in Fig. 1; Fig. 4c shows a 40 modified form of tlie engine illustratedin Fig. l thud, Figs. 5, 6, 7 andS are sectional elevations, I partly diagrammatic, showing the piston and valves in different pos1t1ons.

Referring 't the drawings, andparticutherejshow,the' engine there illnstrated'is provided with a fixed main'cyli nder 1, supton 3 ispro'vidd, connected by'the' rod :4

to the crank 5 and crank shaft 6. The workii'ig space of the cylinder, or that" through which the piston travels: is surrounded by nibodiinent of the invention mrnnnnn-comnusmon.niveiivnf; t.

of 1 the axea rcyiaiaea rr-ii-erar-"nabr the sure for the end of the cylinder. .Theicyliii- 7 der head has the portion -9.- which projects into the rear: end of the cylinder, thevprojecting portion being of' lesser diameter than the diameter ofrthe. cylinder providing therei at an annular space 10 between the cylinder;

and the:reentrant,wallsof the head. Them cylinder-head hasxtheacentrally arranged sparkplug 11' and'is provided also with the 1 waterjacket"l2.11w i At the rear ofwthe cylinder, beyondi working space thereof, and in close approximation tolthe projecting portion of the/1 cylinder :head; are providedthe oppositely. i. disposed-admissionand exhaust ports 13 and le respectively. 1 While these ports fmight be otherwise located, they :are preferably formed directly in. the-walls of the cylinder boregitself andas-indicated in dotted lines extend each part way around the cylinder. -In the described embodiment of the invention the P Ol'tS,13- and"1il: are controlled by 7 independently movable slide valves 15 and 16, respectively. lVhile the *alves might con-lsist of-flat platesior have other thana cur vilinear shape, for convenience in construetion as well as'eflicient operation each valve w preferably comprises an arc-shaped but noncylindrical segmental plate, havingaqcurvature corresponding to the curvature oftthe r cylinder; bore, so that it is adapted I to seat S) ,ithereagainst. These ;valve 5 plates; or slides.

are moved independently up and down. by l means to be fully described so thatltheir-n ends which in their lowermost positionsterminate short .ofthe piston and thegworking space of the cylinder, are alternately, projected each over its respective port to close the-same and withdrawn therefrom to open I the port. The valve sides at theirinner faces are exposed to the pressure of. the gas containedin the cylinder so that they are autoinatically seated during the compression and working strokes of the piston, the high pres sure exerted radially outward against the valves, holding them effectively each against 4105 its seat, preventing all leakage at the ports.

. 0 move the valves independently and in properly timedrelation actuating devicesare BEST AVAILABLE COP provided, having connection with the yalves through openings 17 and 18 formed 1n the cylinder walls and in the sent over which the valves slide. In the openings 17 and 18 there are pivoted the actuating levers 19 and 20, respectively, shown in perspectivein Fig. These are connected to the valves at their outer sides or faces, each by means of a trunnion bloc 21, seated between lugs 22 projecting outwardly from the valves, the block being spanned by and jointed to the forked ends of the lever.

The openings 17 and 18 being formed in the cylinder and the valves being pressed automatically thereagainst by the pressure within the cylinder space, all leakage is prevented through the openings in the same manner as it is through the ports 13 and 14 when the latter are closed.

To actuate the valves the levers 1t) and 20 are jointed respectively. to the push rods 23 and 24, the latter being connected at their lower ends to the cam rolls 25 and 26 which bear respectively against the actuating cams 27 and 28 on the cam shafts 29 and 30. These cam shafts are driventhrough gears 31 and 32, meshing with the pinion 33 on the crank shaft, at one-half the speed of the crank shaft. Each cam is provided with a raised portion which, when brought beneath the cam roll, lifts the push rod and causes its respective valve to retract into the annular space and open its respective port. The pressure of the valve-closing spring is relied upon to close the valve when the raised pon tion of the cam has passed beyond the cam roll. Such opening movement takes place once for each two double strokes of the piston.

It will be observed that the spring is effective for positively closing and main taining the valve closed during compression and firing, while the cam is utilized for opening the valve at the appropriate time, In the illustrated form of engine the spring pressure is provided by the main springs 3 and 35, which encircle the push rods 23 and 24, respectively, and press the cam rolls down against the edges of the cams 27 and 28. File push rods and associated parts are housed in by the. protecting casings 3t; and To I supplement the pressure of the springs 34 and 35, as well as to take up lost motion in the actuating connections of the valves. auxiliary springs 38 and 39 are uti lizcd to assist in closing the valves. Thcsc springs are seated cxtcriorly thc cylinder i head 8, being protected by the caps 40 and ll.

' thc lugs 22.

lfiarh spring is under comprcssion and pressed down against a collar l2 carried by the plunger rod 4-3, thc latter passing through thc llange of the cylinder head and having its opposite cud seated upon onc of When thc lii't ol' thc cam passcs beyond thc cam roll thc agmiliary spring adds its pressure to that of the spring 3i and assists in depressing the valve to a closed position.

It will be seen that the slide" valves being separated segments tend to expand or press outwardly under the pressure of the explosion chamber. This causes the valves automatically to seat, their resistance to leakage being thereby automatically increased as the )ressure of compression or during the workmg stroke increases. I have found that this pressure is ample to seat the valves and prevent all leaka e with a very small area of the valve expose and that if too great an area be exposed to the pressure of the explosion chamber trouble may be experienced in moving the valves. In the present form of engine the valves are required to bemoved under pressure only near the end of the working stroke, when the pressure is relatively low. To reduce the working pressure against the valves I have, however, arranged them so that preferably an,intensepressure is only applied to a relatively small area of the valve, and herein only to that portion of the slide which is required for closing its port and which projects below the end of the cylinder head. To this end the segments are formed in less than half sleeves, so that their longitudinal edges are separated and do not meet. The two diametrically opposite spaces between the cylinder head and, the cylinder, and intervening between the adjacent edgcs of the sleeves. are filled by a separating mcmber 44 (see Fig. 3) which is pinned or otherwise secured to the walls of the cylinder head and entirely tills the space, between the. cylinder head and the cylinder. Each slide valve slides in what is in effect a guide \vay. having an are-shaped formation, its cdgcs having a sliding fit against the edges of the separator -14.

To assist in seating the slides, rings 45, 46 are employed at the upper and lower ends of the projecting portion of the cylimlcr head, such rings engaging each slide and extending around the entire circumfercm-c of the cylinder head. If desired such rings may constitute packing rings, but theslidcs preferablyhave a closclit in the annular space bctwcen the head and the cylinder, and no additional packing may be rcqnircd. thc principal object being to prevent the access to the inner side of the slides of intensely high pressure fluid, or the. accumulation, of

pressure fluid thereat which willtend to crcatc too high a friction between the valve and the cylinder walls against which it scats.

The inner face. of thc valve is prclcrablv 'l'orincd of uniform dimensions so that it closely fits the cylindcr walls and provides no pockct's or spaces for the accumulation of pressure lluid. i

ll may be dcsirablc to increase slightlv thc p rcssurc against thc inner faces of the slides and 'to'thatend 'I have herein shown shalseating 'ofthe valves, or they maybe entirely omitted! p In Fig. 5 the piston is shown during its admissionor suction stroke,the' admission valvell5'h'aving been retracted into the an nularspace' and having opened the adnns: sion port '13 to the cylinder." The exhaust valvehas been previouslyclo sed and is still maintained closed by, its spring39.

4 The conditions whiq pertain during" p Q alves in each case are effected very mplcuy compression stroke are"represented in Eig. 6. The piston is here shown as having started on the coinpresslom'strolre, the adm ssion valve 15 having been previously closed by springs."", W v p a 8 the piston is shown as having its spring 38, and the exhaust valve being still maintained closed by its cam 28f "Under these conditions the increasingcompression within the'cylinder increasingly presses the valves against ,their respective seats, so that as the compression" inc1feases .soalso does the reslstance toleakage; at and about thev valves. k I f a In Fig. 7 thefconditions at the commencement of the working stroke are represented, the piston having started on its. second forward movement and both the valves being still,'maintainedclosed by their respective InfFig. completed its'working stroke and as starting on the returner exhaust stroke, the exhaust valve 16 haying been causedto open by 'its cam at thecommencement of the exhaust stroke. I, f A In Fig; 4 I have shown a modified form of the engine shown in Fig. 1, the separator l4: being fomitted so that there is left a space between theedges of the slides, through which space pressure fluid can pass freely -t o-t-he upper end of the annular space 10. This results in balancing the pressure on opposite ends of the slide;;while the access of intense pressureto. tlierinner face of the slide'is prevented by the spring ring segments. 51 and52, which bear against each slide at the top and bottom, extending cir cumferentially for substantially the full extent of the slide.

The valves may be given a very short stroke, herein the equivalent only of the port opening plus the necessary lap, and through the use of the cams as, actuating agents may be moved each at such an appropriate time as gives the most effectively timed port opening foradmission and exhaust. Thus, during suction stroke, the admission valve can be opened almost instantly after the commencement of the admission stroke and remain op'en until a little after the comple tion of the stroke. On the other hand, the exhaust valve may bebpened near the very close of the working stroke and can be kept open untilthe completion of the exhaust stroke of the piston. By modifying the 'shapeof the cams the precise timing ot the valvesyca n be'independently varied as may be desired and preferably 1 so set the cams that the exhaust valve is not closed until a few degrees after the completion of the exhaust str'oke of the piston and not until' the admission valve has started to open, so that there'i s a slight interval during which bothvalvesare opened permitting a momenltary scavenging action.

The opening and closing movements of the by means of the cams. This adds materially to the effectiveness of the admission, com;

.and the short travel required produces a minimum of wear. It will be observed more over that the valves are only in motion when the internal pressure 1s slight, periods or compression and firingoccurring when the valvesa-re stationary. This not only reduces the frictional wear of the valves but also :the power required to move them and provides conditions which assist in prcventlng leakage. r

The valves as herein shown are preferably .located at the rear of the working space of the cylinder and out of contact with the pissjton, this placing them out of the direct path of heat-conduction ordispersion which takes place from .the working cylinder space through the cylinder walls to the water jacket. The slide valves. therefore are not only themselves out of the direct path of heat which must be dissipated through the cylinder walls and that intense heat which tends to interfere with their effective operation is avoided, but the cooling of the cylinder is much moreeffectively carried out where the heat does not have to traverse the valves themselves interposed between the piston. and

the -cylinder walls.

It will be observed that with the valves located having the major portion. of each within 'theannular spac'ebetween' tlie cylinder'head and the cylinder they are not only protected against the access of pressure to their inner faces but are shielded by the proings herein annexed to facilitate a more ready understanding of them, and have no significance as applied to the generic principles of my invention, various embodiments of which may be made wherein the relation of the parts thus referred to may be reversed or variously altered.

While I have herein shown and described for purposes of illustration one specific form of the invention, it is to be understood that the latter is not limited to the precise construction of features disclosed nor to the form or relative arrangements of parts nor to the particular type of engine described,

" but that extensive modifications may be made in the illustrated embodiment of the invention without departing from the spirlt thereof.

yond the rearward limit of the piston travel;

operating means for the valves extending to the said rearwardly located portion thereof and located outside of. the cylinder, and

' means for preventing the access of an intense seating pressure to the inner faces of said valve.

2. In an internal combustion engine the combination of a cylinder, a piston, a cylinder head extending into the cylinder but terminating short of the rearward limit of piston travel, admission and exhaust ports, arc-shaped segmental slide valves for controlling said ports, said valves being seated against the cylinder walls and having their edges cut of contact and located beyond the rearward movement of piston travel, operating means for the valves extending to the a said rearwardly located portion thereof and located outside of the cylinder, and a sepsrating member filling the spaces between the separated edges of the valves 3. In an internal combustion engine the combination with a cylinder, a piston, admission and exhaust ports, a cylinder head hafing an inwardly projectin portion terminating short of the rearwar limit of piston travel, independent separated segmental slide valves working between the cylinder head and the cylinder and adapted to control said ports, said valves being located beyond the rearward limit of piston travel,

operating means for'the valves extending to the said rearwardly located portion'thereof and located outside of the cylinder, and packing ring segments in said head adapted to prevent the access of intense pressure to the inner faces of the valves.

4. An internal combustion engine having a cylinder, a piston,cylinder ports, an internally projecting cylinder 'head' terminating short of the rearward movement of piston travel, and operating means for the valves extending to the said rearwardly located portion thereof and located outside of the cylinder, and segmental arc-shaped slide valves presenting each a substantially smooth face in sliding contact with said head and adapted to be projected beyond the same to close each its respective port, said slides havin their edges out of contact and being loca beyond the rearward movement of piston travel.

5. In an internal combustion engine the combination of a cylinder, 0. port, a piston,

a segmental slide valve controlling said port,

a cylinder head having a portion projecting within the cylinder to cover the major part of said valve and protect the same from intense pressure, and a pressure chamber formed in the inner face of said head and communicating with the explosion chamber of the engine, said valve being exposed to said chamber.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

ADOLPH ROSNER.

)Vitnesses:

A. L. BIKER, THOMAS B. BOOTH.

Copies of this patent may be obtained for live cents each, by addressing the commissioner of Patents. Washington, D, C. 

